SEATTLE 

AN INDUSTRIAL 
CITY 


Showing Development of Eastern 
Manufacturing Centers 

and 

Needs of Seattle 


PAUL P. WHITHAM 

Consulting Civil Engineer 


Published by 

INDUSTRIAL BUREAU, SEATTLE CHAMBER OF 
COMMERCE 













SEATTLE INDUSTRIES IN 1914 


The comparative summary of Seattle manufactories issued by the U. S. Census Bureau for 1909 and 1914 follows: 



Census 

1314 

Census 

1909 

Per Cent of 
Increase 
1909-1914 

Number of Establishments. 

1,014 

15,761 

834 

753 

34,7 

Persons engaged in manufactures. 

14,216 

622 

10.9 

Proprietors and firm members. 

34.1 

Saiaried employees. 

2,498 

12,429 

44,001 

$61,317,000 

13,624,000 

3,689,000 

9,935,000 

37,770,000 

64,390,000 

26,620,000 

2,071 

11,523 

20.6 

Wage earners (average number). 

7.9 

Primary Horsepower T. 

38.267 

15.0 

Capital..... 

$46,867,000 

11,349,000 

2,760,000 

8,589,000 

28,783,000 

50,814,000 

22,031,000 

30.8 

Services.. 

20.0 

Salaries. 

33.7 

Waqes... 

15.7 

Materials. 

31.2 

Value of Products... 

26.7 

Value Added by Manufacture (value of products less cost of materials)... 

20.8 
























REPORT 


PREPARED FOR 
THE 

PUBLICITY AND INDUSTRIAL 
BUREAU 

OF THE 

SEATTLE CHAMBER OF COMMERCE 

BY 

PAUL PAGE WHITHAM 

Consulting Civil Engineer 


SEATTLE, U. S. A. 
1916 




0. Of D. 

'-PR i 1933 


FIG 1—BUSH TERMINAL, NEW YORK, A COMBINATION INDUSTRIAL AND COMMERCIAL TERMINAL WHICH HAS PLAYED AN 
IMPORTANT PART IN THE COMMERCIAL GROWTH OF NEW YORK, AND A TYPE OF DEVELOPMENT FOR WHICH 
THERE MAY BE A PLACE IN SEATTLE. 





SEATTLE AN INDUSTRIAL CITY 


3 


FOREWORD 


This comprehensive and far-sighted report, covering industrial accom¬ 
plishments of Eastern cities and industrial needs of Seattle, was presented to 
the Publicity and Industrial Bureau of the Seattle Chamber of Commerce in 
1915 by Mr. Paul P. Whitham, a well-known engineer of this city. Al¬ 
though at that time not connected with the Industrial Committee, Mr. Whitham 
made the investigations and reports at his own expense, offering the results to 
the Bureau as his contribution to the community development work being 
carried on by this organization. A limited edition of the report has been 
printed by the Bureau for local and outside distribution. This valuable publi¬ 
cation, by pointing out what has been done in other cities, with which Seattle 
is competing to secure and build up her manufactories, shows what this city 
must do to succeed and indicates a way by which she may more than hold her 
own in this industrial competition. Seattle citizens, when through reading 
this report, are requested to pass it to a friend for his perusal in order that 
the edition may be given as wide local circulation as possible. The earnest 
cooperation of every Seattle resident is desired by the Industrial Bureau in the 
work which it is now doing to carry out the ideas and suggestions in this 
report. 

Industrial Bureau 
Seattle Chamber of Commerce 


Members of Industrial Bureau, 1916 


J. F. Douglas, Chairman 


J. S. Brace 
O. D. Fisher 
Paul P. Whitham 
Geo. Matzen 
W. E. Herring 


J. A. Swalwell 
R. R. Fox 
C. H. Black, Sr. 

J. T. Heffernan 

R. H. Mattison, Secretary 





4 


SEATTLE AN INDUSTRIAL CITY 


Seattle, October 16, 1915. 


R. H. MattISON, Secretary and Manager, Publicity and Industrial Bureau 

of the Seattle Chamber of Commerce. 

Dear Sir: 

Pursuant to your request, while on a trip East in June, on professional 
business, I improved the opportunity to investigate as to what other cities are 
doing in the way of industrial promotion. On account of limited time at my 
disposal, my observations necessarily were not as thorough and extensive as I 
could have desired; but I was able to gather a certain amount of general infor¬ 
mation. 

In September I had occasion to visit Los Angeles and San Francisco 
Bay communities, and thus extended my obesrvations to those cities. 

Viewing matters through the eyes of an engineer, naturally those things 
having to do with the physical equipment of the cities for industrial develop¬ 
ment appealed to me most strongly, and consequently the accompanying report 
emphasizes that side of the problem. As a result of my travels, my conviction 
that Seattle has great possibilities and my faith in her magnificent destiny has 
been strengthened. 

If the information and suggestions set forth in this report shall prove of 
some assistance to the Industrial Bureau of the Seattle Chamber of Commerce 
in its contemplated campaign for Seattle’s industrial development, I shall feel 
fully repaid for my slight efforts. 

Respectfully submitted, 

Paul P. Whitham, 

Consulting Civil Engineer. 



SEATTLE AN INDUSTRIAL CITY 


5 


SUMMARIZATION OF REPORT 


The indications are that the Pacific Coast is about to enter the industrial 
era of its development; slowly at first, but at an accelerating rate. 

The principal cities of the Coast are fairly evenly matched as things now 
stand. Industries tend to flock together, consequently the city that gets a sub¬ 
stantial start over the others will have gained a distinct advantage in the race 
for industrial preeminence. 

PREPAREDNESS is the expression of the hour and one particularly appli¬ 
cable to the situation, as the matter of preparation is likely to prove a deter¬ 
mining factor in the struggle for industrial supremacy. 

Preliminary to taking up the subject of preparation, a summarization of 
what other cities are doing is in order, as follows: 

(1 ) Industrial promotion work is usually directed by a board or com¬ 
mission, the executive functions being in charge of a paid expert. 

(2) Assistance is given existing industries in the matter of improving 
local conditions and the extension of markets. 

(3) New industrial enterprises are sought, but with discrimination and 
thought as to whether or not the locality is the proper location for such enter¬ 
prise. 

(4) The industrial center scheme is proving successful in most com¬ 
munities. 

(5) Special financial aid to new industries has not always proven satis¬ 
factory, but may be a benefit to particular communities if discreetly employed. 

(6) The need of comprehensive planning for the industrial terminal de¬ 
velopment of cities is being recognized everywhere. 

(7) The exploitation of trade possibilities in foreign countries is usually 
too large an undertaking for young industries, but a fit task for the com¬ 
munity’s industrial organization. 

PREPAREDNESS 

The work of preparation naturally falls into two divisions. 

I. Preparation of the Industrial Sites. 

II. Preparation of the Market. 

The important points pertaining to the Preparation of the Industrial Field 
are as follows: 

(1 ) A thorough study and analysis of Seattle’s Industrial Field. 

(2) Outline a comprehensive plan for its development. 




6 


SEATTLE AN INDUSTRIAL CITY 


(3) Bring about a terminal or belt-railway service which may be ex¬ 
tended to all industrial properties as the development of the city 
requires. 

(4) Induce property owners to co-operate in the systematic and efficient 
platting and arrangement of their properties to the end that the 
advantages of the Central Manufacturing District and the Bush 
Terminals may be secured for all the industrial and terminal sec¬ 
tions of Seattle. 

The vital points in regard to the Preparation of the Market may be 
summarized as follows: 

(1) Thoroughly study the markets; not superficially nor in specific mat¬ 
ters only, but broadly and fundamentally. 

(2) Analyze producing and distributing costs as between Seattle and 
established industrial centers in the East. 

(3) Dare to pioneer and do something different — not rashly, but with 
mature judgment. 

Finally it may be said that we are now at the beginning of the industrial 
era on the Pacific Coast. The city that gets the start on the others in the next 
few years will have gained a big advantage, for the reason that industries tend 
to flock together. The movement once started toward a particular city will 
be hard to divert. 

Consequently the determination of the Publicity and Industrial Bureau 
of the Chamber of Commerce to push energetically from now on the work 
of promoting Seattle’s industrial development is most timely. The other Coast 
ports are getting ready, and it is now up to Seattle to mobilize its forces and 
make a hard, fast and sustained drive for the Coast’s industrial leadership. 





" . i:. 

SEATTLE AN INDUSTRIAL CITY 7 


INDEX 


Page 

Foreword . 3 

Letter of Transmittal . 4 

Summarization of Report . 5-6 

Introduction . 8 

Part I. What Other Cities are Doing . 8 

Twin Cities . 8-9 

Milwaukee . 9 

Chicago . 9-11 

Detroit . 11 

Cleveland . 11-13 

Buffalo . 13 

Boston . 13 

Providence, Fall River, New Bedford . 13-14 

New York . 14 

Philadelphia . 14-15 

Baltimore . 15 

Pittsburgh . 15-18 

St. Louis . 18 

Kansas City . 18 

San Francisco . 18-19 

Los Angeles . 19 

Conclusion, Pacific Coast Cities . 20 

Summary of Observations . 20 

Part II. What Seattle Should Do . 21 

Preparation of the Industrial Sites . 21 

Seattle Industrial District . 20 

(1) North Industrial Section . 23 

(2) South Industrial Section ... 23-24 

(3) Lake Washington Industrial Section . 24 

Terminal Railway . 24-25 

Low Cost Factory Buildings . 25-26 

Free Port District . 26-28 

Work of the Industrial Bureau . 28-29 

Summarization of Important Points . 29 

Preparation of the Market . 30 

(1) Domestic Market .. 30 

(2) Foreign Market . 31 

Summary of Important Points . 31 

Conclusion . 31-32 

Seattle Industries in 1914 . Inside Front Cover 

Comparative Summary of Seattle Industries . Inside Back Cover 

ILLUSTRATIONS 


Page 

Fig. 1. Bush Terminals, New York . 2 

Fig. 2. Central Manufacturing District, Chicago . 10 

Fig. 3. Typical Industry in the Central Manufacturing District, Chi¬ 
cago ... 12 

Fig. 4. Industrial Map of Seattle . 16 

Fig. 5. Lake Union Replatting . 22 

Fig. 6. King County Industrial Sites . 25 

Fig. 7. Harbor Island and Jersey Terminal Plans . 27 





















































SEATTLE AN INDUSTRIAL CITY 




INTRODUCTION 

The. consideration of the industrial upbuilding of our community should 
be based on a firm conviction that Seattle is destined to become a world city 
of the first magnitude and that eventually the Puget Sound Basin will become 
one of the chief manufacturing districts in the United States. The opportu¬ 
nities for trade expansion are such that the development of her commercial 
side alone will make Seattle a large city. But all the really great world cities 
are founded on both commercial and industrial development. While up to 
date our growth has been chiefly commercial, yet, after extended observation, 
I believe that centered in the Puget Sound district are the elements favorable 
to industrial development. 

A small, but substantial, beginning has been made in manufacturing, 
and the indications are that Seattle is about to enter the industrial era; conse¬ 
quently it is opportune that at this time the problems incident to the advent of 
such an era be given thoughtful consideration. 

Preliminary to a discussion of the local situation it may be well to review 
what is being done elsewhere along these lines. 


PART I. 

WHAT OTHER CITIES ARE DOING. 


During May and June of this year I visited the following cities and in¬ 
dustrial communities: 


St. Paul 

Milwaukee 

Detroit 

Buffalo 

Providence 

New York 

Philadelphia 

Baltimore 


Minneapolis 

Chicago 

Cleveland 

Boston 

Fall River and New Bedford 
Newark and other Jersey indus- 
dustrial communities 
Pittsburgh 

St. Louis and Kansas City 


Later, in September, I visited San Francisco Bay cities and Los Angeles. 
While not traveling primarily for that purpose, I improved the opportunity, as 
far as time would permit, to study the industrial growth and look up the activ¬ 
ities of the commercial organizations of the respective cities. 


Briefly, the resulting observations are as follows; 


(1) Twin Cities: 

The commercial organization of Minneapolis is known as the Civic and 
Commerce Association, the industrial work being handled by a somewhat 
separate orgamzahon known as the Minneapolis Industries Association of 
which Mr. Lewis H. Bnttin is manager. Just now, the big work of’ the 
Industries Commission is the development of approximately 700 acres of land 
as an industrial center. You may be interested to know how this came about 



SEATTLE AN INDUSTRIAL CITY 


9 


The Minnesota Transfer, located on the St. Paul side, is a clearing- 
yard for the nine railway systems centering at the Twin Cities. Adjacent to 
the Transfer Yards, in what is known as the Midway District, a surprisingly 
large number of industries have located in recent years. The magnet drawing 
these factories is the switching service performed by the Transfer Company, 
by which any industry has at its door shipping privileges over all the nine 
railway systems. 

Noting this, and that practically all the new industries were being drawn 
to the St. Paul side, the Minneapolis Industries Commission determined to 
provide a similar situation on the Minneapolis side. As a result, a number of 
wealthy and public-spirited men were induced to subscribe to a $300,000 
fund with which to purchase and improve some 200 acres of unimproved land 
suitable for development as an industrial center. This tract has been platted 
in a manner that will insure an economical and efficient transportation service. 
The tracks of the Minnesota Transfer Company have been extended to the 
tract, whereby the factories to be located in the new district will be enabled 
to ship over any or all of the railroads. 

As to the real estate side of the enterprise, the men who put up the 
money have agreed to content themselves with an ultimate return of the 
original investment plus six per cent, interest, thus assuring that property values 
will be kept low enough to be attractive. 

While I was in Minneapolis one of the few remaining saw mills was being 
torn down, thus practically marking the final passing of the saw mill and 
lumber stage of the industrial activities of the Twin Cities. On Puget Sound 
the day of the passing of the timber industries is still a good way in the 
future, but we should now begin to prepare for the time when that takes 
place by the building up of varied and general industries. 

(2) Milwaukee: 

The work in Milwaukee is conducted by the Merchants and Manufac¬ 
turers Association. This organization not only seeks new industries, but more 
particularly helps to build up existing industries by aiding in the solution of dis¬ 
tribution and marketing problems. It also assists in the development of the 
entire State, thereby increasing the purchasing power of the districts which are 
most likely to purchase products of Milwaukee factories. 

(3) Chicago: 

At Chicago the organization corresponding to the Seattle Chamber of 
Commerce is the Chicago Association of Commerce, in which there is an 
industrial department. As you are aware, Chicago is already one of the 
largest manufacturing centers in the United States; so the work of the Indus¬ 
trial Department has not so much to do with the solicitation of new industries 
as with the rendering of assistance to industries desiring to obtain locations in 
the Chicago industrial terminal district. The industrial commissioners not only 
assist in the securing of locations for prospective industries, but also devote a 
great deal of time to improving the conditions and assisting in the develop¬ 
ment of industries already located. Such matters as taxes, transportation, city 
utility conveniences, municipal laws affecting the working of industrial estab- 



10 


SEATTLE AN INDUSTRIAL CITY 


lishments, are considered by the Department, and where hardships are worked 
upon industries an effort is made, often successfully, to correct such oppressive 
conditions. 


Central Manufacturing District 


Randolph 2235 
Central - 3553 
Automatic 7423 


-^7 stock- - 


J. A. SPOOR AND ARTHUR G. LEONARD, Trustees 

1305 FIRST NATIONAL BANK BUILDING 

CHICAGO 


SOUTH 


H. E. PORONTO, 

Industrial Agent 



FIG. 2—GROUND PLAN OF CENTRAL MANUFACTURING DISTRICT 
OF CHICAGO, A 300-ACRE TRACT DEVELOPED AND OPERATED 
AS AN INDUSTRIAL TERMINAL. IT IS SERVED BY A BELT 
RAILWAY, A UNION L. C. L. FREIGHT-HOUSE AND UNION 
DOCK OR BOATHOUSE. 


When a new industry is considering locating in Chicago, investigation of 
its requirements is made, and if it is found that it would not be advantageous 
for the proposed concern to locate in Chicago, it is frankly informed of the 
fact. An effort is generally made, however, to find a location at some point 
within the Chicago territory, in the adjoining States of Wisconsin and Indiana. 
Now and then a case arises in which a manufacturing concern feels that it is 
operating to a disadvantage at Chicago and proposes to move. Instances of 
this kind are investigated by the Department, which sometimes finds that the 
adverse conditions may be remedied, thus preventing the removal of the in¬ 
dustry; while in some cases it is bund that the particular concern would be 






























































































































SEATTLE AN INDUSTRIAL CITY 


11 


able to do better elsewhere: in that case they are frankly informed of the 
fact and are assisted in securing a new location—wherever practicable, of 
course, within the Chicago territory. 

The Department keeps in touch with legislative matters affecting the in¬ 
terests of its manufacturing clientele, and is frequently active in securing 
remedial legislation, when such seems to be necessary. 

The industrial center idea has obtained its most advanced development in 
Chicago in the case of the Central Manufacturing District, adjoining the 
Stockyards District. See Fig. 2 and Fig. 3. The Central Manufacturing 
District comprises some three hundred acres of property and is served by the 
Chicago Junction Railway, by which the industries therein have at their doors 
shipping privileges over any one or all of the thirty-one trunk railways. The 
property has filled up with the highest class of industries at a reasonably fast 
rate, factories being drawn by the same magnet that attracts them to the Mid¬ 
way District in St. Paul. 

A general scheme of railway spurs has been installed, also the industries 
have provided for them a union freighthouse and union wharf. 

The Indiana Habor Belt Railway Company of Chicago, of more recent 
organization, has built what might be called the outer belt system. Adjoining 
its tracks and the great classification yards at Clearing, the largest in the world, 
industries are beginning to spring up, being drawn by the service of thirty-one 
railways through the Belt-Line Company. 

(4) Detroit: 

The commercial organization of Detroit is known as the Board of Com¬ 
merce, of which Mr. Byres H. Gitchell is secretary. Industrial matters are 
handled by an industrial bureau, the work of which is outlined by Mr. Gitchell 
as follows: 

“At the present time we give each industrial proposition coming up 
individual attention. We submit a special statement in accordance with 
the facts which it is necessary for the party making the inquiry to know, 
in order to determine whether or not they can locate in Detroit with fair 
prospects of success. 

“We are not distributing literature, and we are not working by 
circular. We take up each case by itself and go into it in just exactly 
the same way that any man would do who is negotiating for an invest¬ 
ment. We find out what are the essentials for success in connection 
with the particular industry, and we then make a report covering these 
various points in detail. 

“We do no work whatever in connection with the raising of capital. 
Ours is an informational service entirely.” 

(5) Cleveland: 

The work at Cleveland is conducted by the Manufacturers and Whole¬ 
sale Merchants Board of the Cleveland Chamber of Commerce. Like the 
Milwaukee Board, it works to build up its industries by assisting in the develop¬ 
ment of a market. A great deal of attention is being given to the improvement 
of living conditions for workmen and obtaining better and more economical 
transportation facilities for manufacturers and merchants. Recently the Board 
has been particularly active in regard to new terminal enterprises, among which 



r 



t 


«£:> .. ' . 



FIG. 3—TYPICAL INDUSTRY IN THE CENTRAL MANUFACTURING DISTRICT, CHICAGO. INDUSTRIES HAVE BEEN SO AT¬ 
TRACTED BY THE ADVANTAGES OF THE TERMINAL DISTRICT THAT ITS GROWTH HAS BEEN REMARKABLY RAPID. 




















SEATTLE AN INDUSTRIAL CITY 


13 


is a tunnel scheme, for which a franchise was granted by the City of Cleve¬ 
land. This tunnel, or subway, for railway tracks will connect the lake front 
wnh the railway terminal districts a mile or two back therefrom. The tunnel 
passes under a busy part of the city and will be so constructed that jobbing 
houses and factory lofts may be built along the sides of the tunnel and be 
served by railway tracks at the basement levels. 

(6) Buffalo: 

The Buffalo Chamber of Commerce works along somewhat similar lines 
to that done at Cleveland. The Buffalo people are looking forward to the 
opportunity for industrial expansion in connection with the completion of the 
Lake Erie Barge Canal and are pushing the development of the district along 
the Canal within Buffalo proper and on down as far as Tonawanda. This 
suburb is an important terminal on the Canal and about it there has already 
developed an important manufacturing community. 

(7) Boston: 

The Boston Industrial Development Board is actively engaged in the 
work of creating in and about Boston conditions that will attract factories. 
Furthermore, it is compiling and furnishing the existing industries information 
concerning markets and trade opportunities. A recent publication, for instance, 
calls attention to trade opportunities in Siberia and gives pointers as to how 
to enter that market. 

One of the big problems confronting the Boston Board arises from the 
fact that, in the words of the Chairman of the Board, “the City is seriously 
handicapped for development as an industrial center because of inadequate 
railroad service for short haul, and for connecting service between factories 
and manufacturing plants, wharves, docks and terminals.” The Board is 
trying to rectify the mistakes of past hit-or-miss growth, so far as it is now 
possible to do so. In that respect the East Boston Company, owning several 
thousand acres of shore and tide-flat property, has started the development of 
an industrial terminal district in which workmen’s homes are provided adjoin¬ 
ing the industrial sites. The Company builds and sells these homes; it will 
also build for manufacturers if desired. 

(8) Providence, Fall River, New Bedford: 

In the three New England cities. Providence, Fall River and New 
Bedford, the prosperity and recent growth, founded on manufacturing, exem¬ 
plifies the industrial development which has taken place throughout New 
England in the past twenty-five or thirty years that has made that section of 
the country one of the wealthiest portions of the United States, although in 
natural resources it is far inferior to many other sections. 

Chief among the industries of these places are the great textile mills, 
which flourish in that part of New England partly on account of climatic 
conditions, which are favorable to the weaving and spinning business. Some 
of the managers of these mills with whom I talked expressed the opinion 
that the Puget Sound climate was, if anything, more favorable to the industry, 
but seemed to think that the lack of labor of the proper sort would prevent 
the establishment of textile industries on Puget Sound in the near future. 
However, in this regard it might be recalled that the earlier mills of New 




14 


SEATTLE AN INDUSTRIAL CITY 


England were without the required labor and that the laborers were imported 
from England; consequently our condition now, in that respect, is not mate¬ 
rially different from that of New England when the industries first started 
there. The advantages that would accrue from the establishment of the 
textile industry in the Puget Sound country are so great that it is certainly 
worth while investigating and studying the matter with a view of ascertaining 
whether or not the seemingly insurmountable obstacles can not be overcome. 
The situation in these New England cities simply emphasizes the statement 
that industries tend to flock together. That is, where a certain class of in¬ 
dustry becomes established in a community, all new enterprises in that line tend 
to seek locations in that same community. The lesson to us is that there are 
continually new classes of industries being developed by inventions and new 
applications of raw materials to modern uses. While it may be hard to 
direct manufacturing plants here that will compete with established concerns 
in the well-built-up older communities, it may be possible from time to time 
to secure some new class industry which, if successful, would tend to attract 
other enterprises of a similar character to the Puget Sound country. 

(9) New York: 

The problem in New York is one of relieving congestion and finding 
room for the industries desiring to locate, rather than a campaign for new 
factories. The magnet drawing industries to New York and vicinity is the 
fact that more trade routes center there than elsewhere in this country. This 
is a good omen for Seattle, which is rapidly becoming a great trade-route 
center. 

The energies of the New York Chamber of Commerce and the Mer¬ 
chants Association, in particular, are largely employed in an attempt to correct 
transportation and industrial conditions which are the outgrowth of a lack of 
forethought and planning in the past. 

The success of the Bush Terminal Company has indicated the way out. 
See Fig. 1. Hope lies in the direction of Jamaica Bay and on the Jersey 
Shores, about Newark Bay and estuaries, where the development of tide-flat 
pioperties is now under way. Industrial terminal centers similar to the Central 
Manufacturing District in Chicago are contemplated, only on a much larger 
scale. 

The New York situation should be an object lesson to Seattle, bringing 
home the need of preparing now the broad foundation for the great industrial 
Seattle of the future. 

(10) Philadelphia: 

Philadelphia is preeminently a manufacturing community. Scattered 
hither and thither are thousands of industries located in the characteristic 
American happy-go-lucky fashion, lacking properly organized and co-ordi¬ 
nated transportation and shipping facilities. The Philadelphia Chamber of 
Commerce is helping to improve these conditions and is primarily a medium 
of co-operative publicity. 

Recently, under the direction of the Department of Docks and Ferries 
of Philadelphia, with the co-operation of the Chamber of Commerce and 
other civic organizations, the railroads and the Dock Department have been 
brought together on a proposition whereby a large unimproved district in 



SEATTLE AN INDUSTRIAL CITY 


15 


South Philadelphia is to be improved as a large railway and shipping ter¬ 
minal, in connection with which large tracts of property will be made avail¬ 
able for industrial uses. The railway companies are to build jointly a mar¬ 
ginal belt-line to serve the City’s dock on the one side and the private indus¬ 
tries already applying for locations on the property back of the docks. The 
result of this recent arrangement will make of the South Philadelphia district 
a great industrial center with transportation advantages much superior to those 
generally obtained in Philadelphia. 

(11) Baltimore: 

Baltimore in its conservative substantiability reminds one of Boston. 
Its accumulated wealth permits the financing of its enterprises at home. 

Though conservative, Baltimore is not content. Its Factory Site Com¬ 
mission is out for more factories and is endeavoring to improve the transpor¬ 
tation and terminal conditions, thereby increasing the City’s attractiveness as a 
location for industries. Two things being done by the Factory Site Commis¬ 
sion are worthy of note: 

(1 ) An effort is being made to get into the South American trade. 
To assist in the matter, an attractive booklet, printed in Spanish, has been 
published, in which the port-terminal and trade advantages of Baltimore are 
set forth. 

(2) A system has been devised whereby when a party comes to the 
city seeking a site for an industry, his needs and requirements, and address 
while in town, are printed on cards and mailed to the owners and agents of 
possible factory site property. The recipients of these cards forthwith get 
in touch with him and vigorous bidding ensues, resulting in the prospective 
manufacturer getting bed-rock property value quotations. 

(12) Pittsburgh: 

Pittsburgh and Seattle in a way are confronted with a similar condition 
in that both have largely a one-commodity industrial growth—Pittsburgh, 
steel and iron; Seattle, timber products. , 

The Pittsburgh Industrial Development Commission, which is a particu¬ 
larly effective organization, is bending its energies to the task of locating 
diversified industries at Pittsburgh, so that the City’s prosperity will not depend 
entirely on one class of production. The rough sledding the Puget Sound 
lumber industry has had during the past few years has emphasized the need 
of Seattle doing likewise, while, at the same time, as in Pittsburgh, promoting 
the interests of its major class industry. 

The Pittsburgh Industrial Development Commission was the only organ¬ 
ization visited that had an industrial map of the community. On this map 
are shown all the industries, warehouses, railways, freight-houses and other 
shipping and transportation facilities of the Pittsburgh industrial district. The 
unimproved property available for industrial uses is indicated. The purpose 
of the map is to enable the industrial commissioner to show those desiring fac¬ 
tory sites just what sites are available; the relation of the various pieces of 
property to the existing industries, the transportation facilities and labor resi¬ 
dential districts. In short, at a glance the map will furnish practically all of 
the information desired. Furthermore, it serves as a basis on which to plan 
the improvement and extension of facilities required by industrial enterprises. 




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Thepofenl>at in dustrial lands shown on fh/s /nap ha ye 
of a/ area of approx/matety f/ghteen Thousand he re 5 . 

Tf w/lt he noted that lane Wash/nsr/on canal which 
nneefs /he fanes with Page/ Sound, manes a va/fable, 
/nner fresh water harbor wdh approximate fy /00 M/fes 
5 hors f/ne. There Is a fofaf of approx/mafe/y / '50 mlfe s of 
fer froofage shown on /he map of which ahouf fdtf rn/fes /s 
S/fable for commerc/a/and mdusfr/af purposes 


- DESCRIPTION - 

The areas /it and ahouf Sea file suitable for industrial 
and coin/nerc/ai purposes a re in (Healed on the map by shad¬ 
ing l iftes in Jialclung. for /hr informal ton of those 
nol fa/a/liar with Seif lie's Topography, the City for l/ue 
mostpart is bu/tt on hills And ridges the cresfs of which 
at la in derations 0 / from TOO foNOO feet. The shaded 
portions are ferel cat ley and shore lands, /he flat low¬ 
ly lag position of winch fac/1/ tales fhe construction of 
railway and other transporlatwn facilities necessary 
to i/uuislriat derelop/nenl These topographical feat¬ 
ures obr/ously are adtranlageoies fa fhaf there results 
a nat/ml separation between residence and industrial 
districts, a rot ding the unpleasant complications that 
occur in com para lively teirei cities. 




IMG. 4 MAP OF SEATTLE AND VICINITY, SHOWING SHA T f | 





















































































































































! 


J 


— LE GE2VIJ — 

Steam Railroads - 

Street Railway s - 

Existing Docks 
Industrial Areas 


MAP OF 

SEATTLE VICINITY 

SHOWING AVAILABLE 

INDUSTRIAL AREAS 

COMPILED BY 

The Industrial Engineering Co. 

SEATTLE, WASH. 


,LIOTT BAY 


ED WATERFRONT, RAILWAY AND INDUSTRIAL AREAS 




























































































































18 


SEATTLE AN INDUSTRIAL CITY 


Another matter worthy of note: The Industrial Commission has pub¬ 
lished, in English, a complete commodity index of things produced in the 
Pittsburgh industrial district. This is now being translated into foreign lan¬ 
guages, notably Spanish and Russian. Probably Japanese and Chinese edi¬ 
tions will be added. 

(13) St. Louis: 

St. Louis has not organized for industrial promotion as thoroughly as some 
places; but the matter of replanning and improving industrial terminal conditions 
is now being agitated. The Cupples Station at St. Louis is a sort of inland 
Bush Terminal. This large group of freight and warehouse buildings is served 
by the tracks of the St. Louis Terminal Railway system. It is badly con¬ 
gested, the business offering having outgrown the facilities. 

(14) Kansas City: 

The work in Kansas City is conducted by a paid executive—the Indus¬ 
trial Commissioner of the Commercial Club of Kansas City. The Commis¬ 
sioner stated that the best advertisement of his City’s industrial advantages is 
a satisfied and prosperous industry. Consequently, acting on that theory, he 
frequently advises prospective manufacturers to locate elsewhere, if after care¬ 
ful investigation he finds that Kansas City is not a satisfactory location for that 
particular class of industry. In other words, he acts on the theory that 
Kansas City is the logical location for certain lines of industry, while for 
others it is not. Just what classes will flourish, he is trying to determine, in 
order to concentrate effort on those lines. 

(15) San Francisco Bay Cities: 

The Industrial Commission work for San Francisco proper is handled by 
the San Francisco Chamber of Commerce, through their Industrial Depart¬ 
ment. In this work they co-operate with the California Development Board, 
a State organization. 

The Department has been making a special effort during the Exposition 
to interest visiting manufacturers from the East, who have been maintaining 
Western distributing houses, in the advantages of locating branch manufac¬ 
turing plants at San Francisco or on San Francisco Bay. Such work does 
not, however, necessarily bring immediate results, but the indications are that 
some good seed has been sown. 

The secretary, Mr. Warren Manley, told me he was working along 
lines similar to those of the Industrial Commissioner of Kansas City. 

There is considerable property within the limits of the County and City 
of San Francisco which may be made suitable for industrial purposes. The 
Industrial Department has experienced difficulty in getting spur tracks extended 
to industries after they had purchased sites. As a consequence, they laid the 
matter before the City Council, and, after some effort, had an ordinance 
passed outlining, designating and describing industrial districts within which 
the City Council agreed to grant spur track permits as required by industries 
that might thereafter be located. In this connection the Department is get¬ 
ting out an industrial map along lines quite similar to the map prepared by the 
Pittsburgh Industrial Commission. 



19 


SEATTLE AN INDUSTRIAL CITY 


There seems to be quite a keen rivalry between Oakland and San Fran¬ 
cisco, as a result of which the Industrial Departments in San Francisco and 
Oakland apparently are not co-operating to an extent that would be advan- 
tageous to the San Francisco Bay district as a whole. On the east side of 
the Bay, of course, certain classes of industries, particularly those requiring 
large acreage, can be located to the best advantage. 

The Industrial Bureau of the Chamber of Commerce of Oakland is very 
active in its efforts to assist in the industrial development of the East Side of the 
Bay and to bring about better improvement of its waterfront facilities by the 
city authorities of Oakland. 

At Richmond, a little north of Berkeley and Oakland, a small manufac¬ 
turing town in which considerable industrial growth has taken place in the past 
few years, is located a branch of the Baltimore Car Works, the big refineries 
of the Standard Oil Company, and quite a number of other important indus¬ 
tries. The City of Richmond, which owns the waterfront or tideflat areas, 
has recently had a comprehensive industrial plan of the district prepared and 
is now constructing the first unit in a dock system designed primarily to serve 
the industrial district of Richmond. 

There are vast areas of low-lying and unreclaimed tidelands about the 
shores of San Francisco Bay, particularly on the East Side, which may be 
made suitable for industrial uses. These areas are so extensive that there is 
little need of the Bay cities worrying about shortage of industrial sites, provid¬ 
ing the properties are improved and put in shape for such purposes. In fact, 
the areas available are considerably more extensive than in the Puget Sound 
district. 

( 16 ) Los Angeles: 

The Industrial Bureau of the Los Angeles Chamber of Commerce is 
very active in the promotion of the industrial development of Los Angeles and 
surrounding country. As proof of the effectiveness of their efforts, they have 
a long list of new industries which have been located in Los Angeles in the 
past two years. The Industrial Bureau has made quite a study of the pos¬ 
sibilities in the way of developing new industries based on the raw materials 
available in Los Angeles territory, as a result of which quite a number of 
industries utilizing these materials have been promoted, and while some of 
them have started on a very small scale, they seem to be making good. 

The Harbor of Los Angeles, located at the former town of San Pedro, 
has been greatly improved during the past couple of years, so much so that 
where there formerly was practically no harbor at all there is now a good 
workable port with some up-to-date and very attractive dock and warehouse 
facilities. 

In the dredging of the channels a large amount of low-lying land has 
been reclaimed. This reclaimed property is admirably suited for industrial 
purposes, and an effort has been made to have it platted and arranged with a 
systematic railway service co-ordinated with the shipping facilities on the 
harbor. 

The Los Angeles Industrial Bureau has issued a manufacturers directory 
and commodity index which is very attractive in form and is similar in intent 
to that issued by the Industrial Commission of Pittsburgh. 




20 


SEATTLE AN INDUSTRIAL CITY 


In concluding these references to the Pacific Coast cities I may say that 
the general conditions affecting industrial development are substantially the 
same all along the Coast. That is, competition with established industries in 
the older communities of the East is having a retarding influence on the manu¬ 
facturing growth of the newer cities of the Pacific Coast. But some progress 
is being made all along the line. I believe that the honors are about equal 
as between Puget Sound and San Francisco and Los Angeles; that is to say, 
at the present writing these cities have practically an even start. Industries 
have a tendency to flock together, so that the city which obtains the jump on 
the others in the matter of industrial development will at once gain a great 
advantage in the fact that industries will thereby be drawn naturally to that 
place. 

San Francisco and Los Angeles are alive to the situation, which, of 
course, means that Seattle must bestir herself diligently. There are, how¬ 
ever, I think certain conditipns existent in the Puget Sound country which are 
quite favorable, and it may be, by well-directed effort, that Seattle during 
the next few years will secure the lead as a manufacturing center to such an 
extent that it will be difficult, if not impossible, for the other cities to ever 
catch up. 

In the matter of platting the industrial terminal properties about the city 
so as to insure efficient and systematic industrial growth, I would judge, from 
my talks with parties in Los Angeles and San Francisco, that those interested 
in the work of industrial bureaus do not fully appreciate the advantage of a 
physical plan of development to anything like the extent that the men in 
Seattle do. When I observed this lack of appreciation of the importance 
of such matters I did not take the trouble to enlighten them, as I feel that the 
Industrial Bureau of Seattle in this respect has an opportunity to take hold of 
the matter in such a way as to gain a distinct advantage over the other Coast 
cities. 


SUMMARY OF OBSERVATIONS 

(1 ) Industrial promotion work is usually directed by a board or com¬ 
mission, the executive functions being in charge of a paid expert. 

(2) Assistance is given existing industries in the matter of improving 
local conditions and the extension of markets. 

(3) New industrial enterprises are sought, but with discrimination and 
thought as to whether or not the locality is the proper location for such 
enterprise. 

(4) The industrial center scheme is proving successful in most com¬ 
munities. 

(5) Special financial aid to new industries has not always proven satis¬ 
factory, but may be a benefit to particular communities if discreetly employed. 

(6) The need of comprehensive planning for the industrial terminal de¬ 
velopment of cities is being recognized everywhere. 

(7) The exploitation of trade possibilities in foreign countries is usually 
too large an undertaking for young industries, but a fit task for the com¬ 
munity’s industrial organization. 





SEATTLE AN INDUSTRIAL CITY 


21 


PART II. 

WHAT SEATTLE SHOULD DO. 

Standing out among the pertinent thoughts gathered as the result of 
studying what other cities are doing there is one preeminently applicable to 
Seattle. It is preparedness , a war term, but as applicable to peaceful strug¬ 
gles. Chief among the lessons to be learned from older communities is that 
a great deal of efficiency has been lost on account of the failure to plan ahead 
and prepare the field in which the industrial growth is to take place. This 
thought involves, also, the problem of preparing the. market. All of which 
leads to the consideration, under the general head of preparation , of two sub¬ 
jects, as follows: 

First. Preparation of the Industrial Sites. 

Second. Preparation of the Market. 

. The importance of these two subjects arises from the fact that a city must 
prepare in the beginning for the industrial triumphs it would win in the end. 

Preparation of the Industrial Sites. 

Preliminary to a consideration of preparation problems it would be well 
to determine what that field is. Our field is larger than the City of Seattle 
and environs. It includes the Puget Sound Basin and may be termed the 
Puget Sound Industrial Field. Rectangular in form and about 60 miles in 
width, the district may be said to have an area of 1 0,000 square miles and 
extend from the International boundary on the north to Centralia on the 
south. The Puget Sound Basin is not an excessively large area in which to 
center a great industrial development, especially as we know that only a small 
portion of the territory is suitable property on which to locate manufacturing 
plants. This seems rather absurd, perhaps, to those who have been struggling 
during the past few years to pay taxes on large tracts of non-income property 
suitable for manufacturing purposes but with no industries seeking it. The 
next decade, however, will make the statement sound reasonable, and a half- 
century will prove it to be true. 

While boosting for the entire Puget Sound Basin, we are more particu¬ 
larly, of course, interested in the Seattle District. 

Seattle Industrial District: 

Referring to Fig. 4, the Seattle District is indicated as extending from 
the Snohomish County line on the north to an east-and-west line through 
Three Tree Point on the south, and includes Lake Washington. Within this 
area there are several distinct terminal and potential industrial sections, which 
for convenience may be designated as follows: 

(1 ) The North Industrial Section. 

(2) The South Industrial Section. 

(3) The Lake Washington Industrial Section. 




22 


SEATTLE AN INDUSTRIAL CITY 



FIG. 5—SUGGESTED SCHEME OF RAILWAY SERVICE AT THE SOUTH END OF LAKE UNION, PREPARED 
BY A. L. VALENTINE, SUPERINTENDENT OF PUBLIC UTILITIES. 

































































































































































































































































SEATTLE AN INDUSTRIAL CITY 


23 


The North and South districts are of greater immediate consequence 
than the third, on account of their proximity to the business center of the city 
and the railway and shipping facilities at hand. 

(1 ) The North Industrial Section: This district may be said to com¬ 
prise the low-lying areas at Interbay, Ballard and about Lake Union. The 
major portion of the Interbay property is owned by the railway companies 
and the Port Commission, and will eventually be required for transportation 
purposes. The centering there of railway and shipping facilities will make 
such property as is available especially desirable industrial sites. On account 
of the limited areas, plans should be made that will insure the utilization of 
every square foot to the best advantage. This may be said of the Ballard 
District also. 

North of the Canal, between Third and Fifteenth Avenues Northwest, 
there is considerable level property which is largely spoiled for industrial de¬ 
velopment by the present awkward platting. The potential value of the sec¬ 
tion for intensified industrial growth is such that radical action, if necessary, 
should be taken to replat and shape it so that it may be used efficiently and 
to the best advantage. 

Lake Union, right in the heart of the city proper, is destined to become 
one of the busiest places in this or any other city, for that matter. Here will 
center the inner harbor water-cartage and lighterage business, which in time 
will rival in density the similar traffic at the Port of New York. Conse¬ 
quently, the fringe of property about the lake will be used intensively. 

The section of greatest importance, however, is situated at the south 
end of Lake Union; important not only for the reason that it is the largest 
low-lying area adjacent to the lake shores, but because it joins directly with 
the growing retail and business center of the city. So desirable will this sec¬ 
tion become that eventually it will be occupied with sky-scraper industrial 
and warehouse buildings. The best use of the section cannot be made unless 
the property is largely replatted to permit of its being given efficient transpor¬ 
tation service. Perhaps more than at any other point in the city is it important 
that this revamping of the property be brought about. Furthermore, if it is 
not accomplished soon it will be too late. See Fig. 5. 

(2) The South Industrial Section: The section including the “tide- 
flats” and the Duwamish and White River valleys is the largest district near 
the city for industrial development. The valley between Black River Junction 
and Auburn will be sought by large manufacturing institutions which require 
extensive areas on which to spread out. In this valley also will be located the 
big railway classification yards. The tide-flats north of Spokane Street, and 
perhaps for some distance south therefrom, will be used ultimately by enter¬ 
prises like the Sears-Roebuck Company, jobbing and warehouses, industrial 
lofts and industrial plants that may be housed in compact buildings. 

Along the Duwamish Waterway, if its use is properly fostered, will be 
attracted the manufacturing concerns that require both water and rail shipping 
facilities. The laying out and improvement of the East Marginal Way is a 
step in the right direction and should be followed by the provision of a West 
Marginal Way. These improvements, while constituting the foundation for 




24 


SEATTLE AN INDUSTRIAL CITY 


the valleys’ development, are not all that is necessary in order to reap fully the 
potential advantages of the situation. Every effort should be made to insure 
the platting of all acreage in the most efficient manner, and, as far as is prac¬ 
ticable, much of the existing platting should be rearranged. It is a difficult 
task, but the rewards will justify the necessary effort. See Fig. 6. 

The crown, if an industrial district may be said to have a crown, to the 
Duwamish section is Harbor Island. See Fig. 7. It certainly will be a great 
opportunity lost if Harbor Island is allowed to be split up into small unrelated 
improvements. It is to be hoped that some way will be found, before it is 
finally too late, to improve the Island as an industrial and terminal unit. The 
obstacle in the way of its immediate utilization seems to be the high price at 
which the property is held, and you can hardly blame the present owners, who 
paid large sums for their holdings. 

(3) Lafye Washington Industrial Section: About Lake Washington, 
as is well known, are several locations where considerable level property may 
be made available for manufacturing purposes. Chief among them is the 
Renton district, through which the railways pass; and the White River valley 
district which has access to the Lake. Then there is Mercer Slough, Juanita 
Bay, the north end of the lake, and Pontiac or Sand Point, besides other lesser 
places. About the time the lake is lowered, many of the owners of property 
in these localities undoubtedly will endeavor to start improvements thereon. 
Before this is done, however, provision should be made for marginal street 
and railway service at the more important places. An effort should be made 
to get together on some comprehensive scheme for the development of the lake. 

I am encouraged to think this may be accomplished, as it was nearly brought 
about at the time the State platted the shorelands. 

In this discussion, railway service has been referred to repeatedly, which 
suggests the subject of a terminal—or belt-railway system for Seattle. 

Terminal Railway: 

As noted under the head of “What Other Cities are Doing,’’ the chief 
magnet which has attracted industries to the Central Manufacturing District at 
Chicago is the universal railway service obtained through the belt or terminal 
system. If such an arrangement is good for one district, why not apply it to 
all the industrial and shipping sections of the city, so that all the industries of 
the community may enjoy the advantages accruing from the opportunity to 
ship over any or all of the railway lines serving the community? 

The marginal street. Railroad Avenue and its extensions about Elliott 
Bay, is a great asset to Seattle. A physical belt-line already exists along this 
thoroughfare. What is needed is its perfection as an operating belt railway 
and the organization of a terminal railway association or company that will 
serve all the existing industries and be in position to extend its tracks into new 
property a little ahead of its required development. 

The Port Commission has been authorized to go ahead with a small 
unit of a public belt-line system, although the funds therefor have not been 
voted. If that is the only way such a system can be secured, by all means 
push it along; but I believe it would be much better and less expensive to the 
community to have the railway companies themselves organize a terminal 



25 


SEATTLE AN INDUSTRIAL CITY 





FIG. 6—KING COUNTY INDUSTRIAL PLAT ON DUWAMISH WATER¬ 
WAY, SUGGESTIVE OF THE MANNER IN WHICH SUCH PROP¬ 
ERTY SHOULD BE PLATTED. 


railway. In the beginning, little new trackage would be required, as existing 
tracks are for the most part available. The pioneer railroads are reluctant to 
do this on account of certain advantages they now enjoy. They should be 
compensated by later arrivals for the loss of their advantages; but if the 
terminalization of the city is delayed too long the new roads will reach the 
districts they are now shut out of anyway, and in a manner that will prove 
more costly all around. 

Therefore, I believe if the influential men of the City will put their 
shoulders to the wheel they and the railroad officials can bring about a termi¬ 
nalization of the Seattle District resulting in much good for the community 
and the railway companies as well. 

Low Cost Factory Buildings: 

While discussing the matter of making the local field attractive for manu¬ 
facturing concerns, it may be well to call your attention to an advantage of 
some importance to Seattle, the home of the big structural timber, that may 
be obtained by advocating the use of timber in the construction of mills and 
factories. 















































26 


SEATTLE AN INDUSTRIAL CITY 


Thave had occasion to give this subject a great deal of consideration, and 
I find that one of the chief reasons why timber is not always looked favorably 
upon as a building material is that in the past it has been greatly misused. In 
districts somewhat removed from the business center of the city what is known 
as the mill-type of construction, that is, masonry walls with interior columns, 
beams and floors of wood, if well protected with automatic sprinkler devices 
and properly constructed, may be made practically as good a fire risk as a 
so-called absolutely fire-proof building. It is also possible to erect entire 
structures of wood, so protecting them that they are a very fair fire risk. Such 
buildings will cost anywhere from 20 to 40 per cent, less than the so-called 
permanent fire-proof buildings and will serve the purpose in most cases just 
as efficiently. 

There is an additional advantage which is particularly applicable to this, 
a newly developing country, in that the mill or timber type of buildings may be 
easily and cheaply removed or altered to meet new conditions, or to allow 
for the rearrangement or entire replacement of plants in connection with the 
expansion of business. 

One of the chief difficulties encountered by most new industrial concerns 
is the raising of enough capital to erect the necessary buildings and still have 
sufficient working margin to promote the business. The fact that here on 
Puget Sound, where timber is cheap, buildings may be put up from a quarter 
to a half less than they would cost if erected of the permanent type of con¬ 
struction might be held up as an inducement for the location of factories in the 
Puget Sound district. In so doing there would be a double advantage in the 
fact that the timber industry, which will remain for some time to come the 
most important in Western Washington, would be favorably affected thereby. 
In any event, the matter is of sufficient importance to be given careful consider¬ 
ation in connection with promotion work. 

Free Port District: 

The creation of a free port district has been under discussion at New 
York and at some of our other leading coast cities. In fact, considerable 
thought is being given to the matter on both the Atlantic and Pacific coasts. 
The idea is, perhaps, best exemplified by the free port district at Hamburg; 
in fact, the major portion of the harbor is included in the free district. Briefly, 
the application of the idea would be as follows: 

A section of the harbor suitable to both shipping and industrial develop¬ 
ment would be designated as the “free district,” which in reality is an applica¬ 
tion of the bonded warehouse system, to include several hundred, or perhaps 
several thousand, acres of land. The district would be bounded either by 
physical or imaginary fences. Within the area so set aside foreign goods 
could be landed and stored without paying duty, just the same as in a bonded 
warehouse, and raw materials could be brought in for use in manufacturing 
without paying duty. When finished products are to be exported they would 
leave the port without any tariff interference. If any of the goods that have 
been in storage, or that have been manufactured in the district, are finally dis¬ 
posed of within the United States, they would, upon leaving the district, be 
subject to the usual tariff regulations. So far as tariff restrictions are con¬ 
cerned, this district would be a little foreign country in itself. The scheme 




SEATTLE AN INDUSTRIAL CITY 


27 


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28 


SEATTLE AN INDUSTRIAL CITY 


has been quite successful at Hamburg and, I understand, at some other ports 
of the world. It has never yet been tried out in this country. 

Mr. Will H. Parry, Federal Trade Commissioner, former member of 
the Industrial Bureau of the Seattle Chamber of Commerce, as you will re¬ 
member, when in Seattle recently, suggested a consideration of the free port 
district idea. 

It would, of course, require an enactment by Congress, authorizing the 
creation of such a district under such regulations as it might impose. 

I have referred to the matter here, as there appears to be sufficient merit 
in the suggestion to make it worthy of careful study and consideration. 

Work of Industrial Bureau 

Enough has been said to reveal some of the possibilities of the industrial 
field and to suggest a few of the principal things necessary to its preparation 
for the much-desired industrial development. All of which leads to the ques¬ 
tion: What can the Industrial Bureau of the Chamber of Commerce do? 

The preparation of the local field, as a matter of fact, resolves into a 
transportation problem, which may be said to be three-fold in character; that 
is, there are three elements to the problem, as follows: 

Water Transportation, 

Railway Service, 

Property Platting, 

each one of these obviously dove-tailing into the other. 

The water transportation matters are pretty well Covered by the efforts 
of the Federal Government, the Port Commission, the Duwamish Waterway 
Commission and private enterprise. The industrial development of the com¬ 
munity, however, will require the perfection and extension of the waterfront 
facilities. In this connection a closer association of effort should be obtained 
between those having to do with waterfront improvements and the railway 
companies, industrial property owners and those in a position to initiate private 
enterprises. 

The railway phase of the problem is one of terminalization of the railway 
trackage so far as relates to the service of industrial properties. This should 
be brought about by the railways themselves, through joint and co-operative 
action. 

The property problem, in so far as it relates to the proper platting and 
arrangement so as to insure manufacturing and transportation efficiency, is one 
of immediate importance for the reason that preparation to be fully effective 
must anticipate the actual use of the property for industrial purposes. The 
arrangement of industrial property involves the platting of streets and ways for 
the railway tracks that will be required to serve it. In property of this class, 
it is, perhaps, of greater importance that thoroughfares on which railway 
tracks may be laid be provided than that vehicle streets be platted. Unless 
a comprehensive plan of railway service is arranged for in the first instance, 



SEATTLE AN INDUSTRIAL CITY 


29 


as a final result it may become impracticable to serve some of the property 
with railway spurs, and in any event, the arrangement is likely to be awkward 
and inconvenient, as is exemplified in the older industrial communities of the 
East. 


To bring about efficient property arrangement requires educational and 
persuasive work with the property owners, such as an organization of business 
men is eminently fitted to do. Along these lines the Industrial Bureau might 
advantageously encourage the formation of manufacturing centers similar to 
the Central Manufacturing District of Chicago or the project of the Indus¬ 
trial Commission of Minneapolis. 

Preliminary to effective work along these suggested lines a physical study 
of the industrial district of Seattle should be made as a basis on which a com¬ 
prehensive plan of action may be formulated. To take up the specific and 
detailed problems without such basic preparation is like a person trying to get 
some place without really knowing where he wants to go. 

My observations in the leading cities would indicate that, to use a slang 
expression, Seattle has a chance to get the jump on her competitors in this 
matter of physical preparation for industrial development. Those interested in 
promoting the industrial growth of other cities apparently have failed to grasp 
the import and significance of such preparation, or at least to the same degree 
that the Seattle men do. That very fact constitutes one of the reasons why I 
predict that Seattle is going to take the lead among Pacific Coast communities 
in industrial matters. 

There are, of course, problems other than transportation, among them 
being power, taxes and labor. Cheap power is now obtainable and pretty well 
assured for the future. In the matter of taxes, it may be worth while for the 
Bureau to consider partial tax exemption to manufacturers, as is done in some 
communities elsewhere. The labor problem, of course, we have with us 
always, but as compared with some other Pacific Coast points the conditions 
appear favorable. 

In concluding the discussion under the head of “Preparation of the In¬ 
dustrial Field” it may be well to reemphasize the main points, suggesting work 
to be done. 


Summarization of Important Points. 

(1 ) Thorough study and analysis of Seattle’s Industrial Field. 

(2) Outline a comprehensive plan for its development. 

(3) Bring about a terminal or belt-railway service which may be ex¬ 
tended to all industrial properties as the development of the city 
requires. 

(4) Induce property owners to co-operate in the systematic and efficient 
platting and arrangement of their properties to the end that the 
advantages of the Central Manufacturing District and the Bush 
Terminals may be secured for all the industrial and terminal sec¬ 
tions of Seattle. 



30 


SEATTLE AN INDUSTRIAL CITY 


Preparation of the Market 

The preparation of the market, while in a degree a matter of salesman¬ 
ship, suggests constructive work preparatory to the advent of the salesman 
who is bent on securing actual orders. 

The writer is primarily an engineer, claiming experience only in the 
physical phases of industrial preparation, consequently it is rather presumptive 
on his part to treat this subject at all; but some general ideas in regard to 
the problem may be worthy of consideration. 

To begin with, the market should be analyzed, its needs and possibilities, 
present and future, determined as far as practicable. Such analysis of Seattle’s 
market will indicate two divisions; that is, (1 ) the Domestic market, (2) the 
Foreign market. In regard to the first, considerable knowledge is at hand, but 
concerning the second little is known outside of the fact that there is a demand 
from practically all parts of the world for certain of our primary products, such 
as timber, grain, fish and fruit. 

(1) The Domestic Market: It is generally conceded that it will be dif¬ 
ficult for the Pacific Coast, with its relatively small local consuming population, 
to make industrial headway against the established centers in the East. The 
mere fact that a situation is difficult, however, is not a sufficient reason for 
quitting. It will do no harm, at least, to thoroughly study and analyze the 
field. As an example: A large tonnage of a certain class of machinery is 
being shipped to Alaska. It is manufactured in the East, and Seattle gains 
little from its passage through the port. Where is it made? What does it 
cost to make it? What is the freight rate to Seattle? What is the selling 
price? Then find out what it would cost to make it here. The facts may 
show that this particular class of machinery can be manufactured here, or 
that it can not. But apply the same investigation to a long list of manufac¬ 
tured articles and out of the deck some trump cards are sure to be drawn. 

Furthermore, if the field in staples seems to be so well covered by en¬ 
trenched Eastern manufacturers that it appears unassailable, why not start 
something new that people will want when they find out about it? That field 
is never overcrowded. What are some of the things the world needs? What 
raw materials are at hand from which these things may be manufactured? The 
subject is worthy of investigation. For instance the gas engine industry of the 
Pacific Coast is located at San Francisco, even though the chief market is in 
and through Seattle. The industry is today centralized in San Francisco be¬ 
cause it was established there in its infancy. A large market for crude oil 
engines has recently developed in the Northwest. The city getting the first 
plants for the manufacture of such engines is very likely to become the center 
of that industry on the coast. 

It may be recalled that the Milwaukee Chamber of Commerce has accom¬ 
plished much for its local industries through the up-building of the State and 
surrounding country, thus increasing the purchasing capacity of the domestic 
market. The idea is sound and its application to the best advantage one of 
great importance. The Seattle Chamber of Commerce has accomplished de¬ 
sirable results along this line, but as a part of the proposed industrial promo¬ 
tion programme it may be well to further study and analyze the possibilities 
and needs of the Northwest and push the development of Seattle’s back country 
with renewed vigor. 




SEATTLE AN INDUSTRIAL CITY 


31 


(2) The Foreign Market: Seattle’s local consuming population may 
be small compared to that of Eastern cities; but what about the market just 
across the Pacific pond, where there are several hundred million people whose 
increasing consuming capacity gives promise of wonderful trade opportunities? 

A large tonnage now passes over Seattle docks en route to these Asiatic 
countries, and the future undoubtedly will witness a great increase of traffic. 
Why not analyze the trade? Why not endeavor to manufacture more of these 
commodities in the Puget Sound District? The world-shaping events in prog¬ 
ress may throw open the door of opportunity. Other cities are watching. 
There is a big advantage in getting there first. Why not Seattle? The game 
is on. The stakes are big, but Seattle men are used to big undertakings, and 
the possible winnings may justify the chancing of a special effort to investigate, 
analyze and prepare the market for Seattle manufacturers. 

The discussion of the “Preparation of the Market’’ may well be con¬ 
cluded by emphasizing the following points: 

(1 ) Thoroughly study the markets; not superficially nor in specific mat¬ 
ters only, but broadly and fundamentally. 

(2) Analyze producing and distributing costs as between Seattle and 
established industrial centers in the East. 

(3) Dare to pioneer and do something different—not rashly, but with 
mature judgment. 

(4) Having ascertained its possibilities and needs, work energetically 
for the upbuilding of the State and Northwest. 

Before concluding, it may be well to emphasize the need of awakening 
and stirring to activity the community’s industrial and development spirit. This 
can be done most effectively through the press, by featuring news having to do 
with industrial and Northwest development matters until the community gen¬ 
erally is thinking, talking and boosting along those lines. The newspapers are 
doing well in this matter, but through co-operation with the Industrial Bureau 
perhaps even more can be accomplished. 



32 


SEATTLE AN INDUSTRIAL CITY 


CONCLUSION 

The European war has resulted in the coining of new phrases and in 
clothing old words with strong meaning. In concluding, therefore, let us bor¬ 
row a couple of war terms with which to reemphasize two thoughts worthy 
of remembrance. 

First, Preparedness. One of the chief lessons of the European conflict 
is the importance of preparation. The city that would win industrial preemi¬ 
nence must do more than just muddle along. It must prepare in the beginning 
for the industrial triumphs it would win in the end. 

Second, Mobilization. The terrific effectiveness of a well-organized and 
mobile people has been strikingly exemplified in this war. The most successful 
commander-in-chief is he who can mobilize and bring into machine-like driving 
action all the available resources of his country. The most successful com¬ 
mercial bureau is the one that can mobilize, by inspiring to united effort in the 
industrial development of the community, all of the private, corporate and 
public forces available. 

Finally, it may be said that the Industrial Bureau of the Seattle Chamber 
of Commerce is now facing the advent of the Puget Sound industrial era, in 
consequence of which it has the opportunity to initiate a great constructive 
work. It is in a position to lay the foundation of Seattle’s future industrial 
greatness. 

The men of the Bureau appreciate more fully the importance of laying 
that foundation broadly than those of any other organization I visited. Conse¬ 
quently, while it is going to be a long pull and will call for sustained effort 
during a period of ten years, rather than one; while it will demand sacrifices 
on the part of the leaders, also genuine courage to keep from yielding to tem¬ 
porary expediency in many instances; yet it may be predicted that Seattle dur¬ 
ing the next five or ten years will initiate an industrial terminal development 
that will establish her leadership in such matters. 

Paul P. Whitham, 

Consulting Civil Engineer. 



COMPARATIVE SUMMARY OF SEATTLE INDUSTRIES 

FOR 1914 AND 1909 

This table showing comparative summary of the Government Census of Industries in Seattle for 1914 and 1909 
has been prepared by the United States Census Bureau.. An analysis of the statistics shows that the activity 
this year (1916) far surpasses that during the period in which the 1914 census was taken. In some of the industries 
three or four times as many people are employed today as was the case two years ago. The table is as fohows: 


• 


No. of 

Wage 

Primary 


Cost of 

Value of 

INDUSTRY 

Census 

Establish- 

Earners 

Horse- 

Wages 

Materials 

Products 


Year 

ments 

(Av. No.) 

power 

Expressed in Thousands 


1914 

1,014 

12,429 

44,001 

$9,935.00 

$37,770.00 

$64,390.00 

All Industries. 

1909 

753 

11,523 

38,267 

8,589.00 

28,783.00 

50,814.00 


1904 

467 

6,390 

4,318.00 

14,358.00 

25,406.00 



Bread and other Bakery Products.. 

1914 

132 

534 

653 

416.00 

1,283.00 

2,355.00 

1909 

78 

295 

148 

260.00 

893.00 

1,550.00 

Brick and Tile. 

1914 

5 

79 

430 

69.00 

42.00 

176.00 


1909 

5 

137 

482 

100.00 

37.00 

259.00 

Butter, Cheese and Condensed Milk 

1914 

4 

46 

250 

32.00 

751.00 

909.00 

1909 

6 

22 

55 

19.00 

439.00 

514.00 

Canning and Preserving. 

1914 

10 

210 

1,123 

169.00 

424.00 

777.00 


1909 

7 

59 

233 

44.00 

234.00 

394.00 

Carriages and Wagons and Materials 

1914 

10 

62 

120 

60.00 

56.00 

155.00 

1909. 

12 

109 

73 

95.00 

117.00 

298.00 

Clothing, Men’s, including Shirts... 

1914 

5 

266 

38 

103.00 

346.00 

596.00 

1909 

5 

141 

47 

58.00 

236.00 

374.00 

Confectionery and Ice Cream. 

1914 

41 

381 

301 

209.00 

850.00 

1,520.00 

1909 

20 

383 

213 

190.00 

890.00 

1,491.00 

Copper, Tin and Sheet Iron Products 

1914 

45 

236 

133 

189.00 

481.00 

906.00 

1909 

36 

352 

116 

282.00 

557.00 

1,131.00 

Flour Mill and Grist Mill Products. 

1914 

10 

279 

3,425 

222.00 

6,202.00 

7,601.00 

1909 

7 

155 

2,365 

111.00 

3,872.00 

4,430.00 

Food Preparations. 

1914 

15 

52 

91 

32.00 

219.00 

327.00 


1909 

11 

65 

48 

39.00 

220.00 

442.00 

Foundry and Machine Shop Pro- 

1914 

82 

1,004 

3,125 

880.00 

1,367.00 

3,262.00 

ducts.. 

1909 

71 

1,230 

2,787 

1,023.00 

2,042.00 

4,290.00 

Fnr Grinds . 

1914 

8 

32 

8 

20.00 

33.00 

91.00 


1909 

7 

37 

4 

32.00 

75.00 

150.00 

Furniture and Refrigerators. 

1914 

24 

100 

227 

75.00 

98.00 

. 273.00 


1909 

17 

166 

239 

139.00 

140.00 

405,00 

Tee Manufactured. 

1914 

4 

49 

1,155 

43.00 

37.00 

209.00 


1909 

5 

61 

721 

53.00 

68.00 

225.00 

Leather Goods. 

1914 

10 

62 

30 

49.00 

227.00 

386.00 


1909 

8 

81 

41 

60.00 

267.00 

444.00 

T.innnrs Malt... 

1914 

5 

481 

2,547 

503.00 

1,063.00 

4,800.00 


1909 

5 

302 

1,880 

300.00 

877.00 

2,815 00 

Lumber and Timber Products. 

1914 

55 

2,337 

15,917 

1,893.00 

3,705.00 

6,420.00 

1909 

65 

3,268 

19,971 

2,242.00 

3,918.0C 

8-, 148.00 

MarHe and Stone Work. 

1914 

4 

27 

26 

28.00 

35.00 

80.00 


1909 

5 

54 

38 

47.00 

81.00 

218.00 

Patent Medicines and Compounds 

1914 

12 

20 

18 

12.00 

83.00 

156.00 

153.00 

and Druggists’ Preparations .,... 

1909 

8 

24 

54 

12.00 

42.00 

Printing ftnr] Publishing. 

1914 

214 

1,057 

1,264 

952.00 

1,148.00 

4,613.00 


1909 

133 

1,042 

791 

904.00 

1,042.00 

4,009.00 

Slaughtering and Meat Packing... 

1914 

1909 

3 

4 

481 

325 

900 

468 

379.00 

240.00 

9,706.00 

6,410.00 

11,133.00 

7,171.00 


1914 

24 

56 


45.00 

52.0C 

145.00 


1909 

24 

65 


45.0C 

46.0C 

140.00 





All other Industries. 

1914 

292 

4,578 

12,220 

3,555.00 

9,562.00 

17,500.00 

11,763.00 


1909 

214 

3,090 

7,493 

2,294.00 

6,280.00 




















































































































